Railway traffic controlling apparatus



Aug. 10, 1937q H. c. vANTAssEL .I RAILWAY T RAFFIC CONTROLLING APPARATUS Filed June 22, 1935 INVENTOR Harry L anzassel.

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atented Aug. l0, 1937 Echtheit PATENT GFHQE RAILWAY TRAFFIC CONTROLLING APPARATUS Application .lune 22, 1935, Serial No. 27,878

11 Claims.

My invention relates to railway traffic controlling apparatus. More specifically, my invention relates to signaling apparatus for stretches oi single track between passing sidings. One feature of my invention is the provision of means for enforcing a time interval spacing between trains moving in the same direction over such stretches of single track. Although my invention is particularly adapted for use with the wellknown manual block system of signaling, it is not necessarily so limited.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawing, Fig. l is a diagrammatic View illustrating a track layout including switches and signals to which my invention may be applied. Fig. l also illustrates the track relays and the traiiic relays for the layout as well as a pair of switch indicating relays associated with switch 2 and an approach locking relay associated with the signals located at switch 5. Fig. 2 is a diagrammatic view illustrating the circuits for the control of the approach locking relays and a time element relay with its repeating relay all associated with the group of signals 1ocated at switch 2. Fig. 3 is a diagrammatic view illustrating the control circuits for a stick relay RZS cooperating with the circuits shown in Figs. l, 2 and 4. Fig. 4 is a diagrammatic view illustrating the signal network for controlling the group ci signals associated with switch 2.

Similar reference characters refer to similar parts in each of the several views.

In order to simplify the drawing, the relay contacts are not, in all instances, shown directly beneath the relay which actuates such contacts. Each such contact, however, is provided with the same reference character which identifies the actuating relay, plus a distinguishing numeral.

Referring rst to Fig. 1, the reference character X designates a stretch of single track divided by means of insulated joints 3 into a plurality of sections designated by the reference characters iT, 2T, 3T, etc. Each section is provided with a track circuit including a track relay designated by the reference character R with a suitable preiix, connected across the rails at one end ofthe section and a track battery 4 connected acrossV the rails at the other end of the section. The section 2T contains a track switch designated by the reference character 2 which switch, as here shown, connects a passing siding Y with the stretch of track X. Likewise, the section GT contains a track switch designated by the reference character 6 which switch, as here shown, connects a passing siding Z with the stretch of track X. The stretch of track between the switches 2 and 6 is commonly known as a manual block section.

The switch 2 is operated by a mechanism 2M which is controlled by an operatorat a point remote from the switch in any suitable and wellknown manner not shown in the drawing. Similarly, the switch 6 is operated by a mechanism 5M which is controlled by the operator at a remote point in a manner similar to that provided for mechanism 2M. The switch 2 governs a contact l in accordancewith the switch position by any usual and well-known means.

The reference characters 2NK and ZRK designate a pair of switch indicating relays controlled by the contact l0. As here shown, the relay ZNK will be energized only if the switch 2 is in its normal position in which it is illustrated, and the relay 2RK will be energized only if the switch 2 is in its reverse position.

The reference characters LA2 and LB2 designate two indicating units of a signal which governs westbound traii'ic over the switch 2. The unit LA2 governs traffic over the switch in its normal position and unit LB2 governs traffic over the switch in its reverse position. The reference characters RAZ and RB2 designate two indicating units of a signal for governing eastbound traic over the switch 2 in its normal position and the reference characters RC2 and RD2 designate two indicating units of a signal for governing eastbound trac from siding Y over the switch 2 in its reverse position. As will be explained more in detail hereinafter, the units RAZ and RC2 govern the movement of traiiic into the manual block section when such section is unoccupied, and the units RBZ and RD2 govern the movement of traffic into the manual block section when the section is already occupied by eastbound traiiic. Usually, the indication displayed by signals RAZ and RC2 for permitting train movements into the manual block section will be different and distinct from the indication displayed by the signals RBB and RD2 so that an engineman in accepting these signals will be informed as to whether he is entering an unoccupied block or is following a preceding train.

The reference characters RAS and RB designate two units of a signal for governing eastbound traiiic over the switch 6 and the reference characters LAG, LBS, LCG and LDB designate the units of signals for governing westbound traffic over the switch 6. The signals associated with the switch l operate in a manner similar to that just described for the corresponding signals associated with the switch 2.

The reference character L6M?. designates a traflic relay for controlling the signals LA5 LB, LCE and LDt. The relay LEFR is controlled by thev track relays 3R, lR, and 5R, and by the approach locking relay REMR. The reference character RZFR designates a tralc relay for controlling signals RAZ, RB2, RC2 and RD2. The relay R2FR is controlled by the track relays 3R, 4R and 5R and by an approach locking relay LGMR. The control circuits for the relay LSMR, although not shown in the drawing, are similar to those provided for the approach locking relay RZMR which will be explained more in detail hereinafter. Y

Referring now to Fig. 2, the reference character QTE ,designates a timing device or time element relay, here shownras a relay having a slow pick-up characteristic. The time element relay ZTE is provided with a contact ll (see Fig. 4) which is closed only when the relay 2TE is in its initial deenergized condition, and with contacts i2, I3, and l which are closed only when the relay ZTE completes its operation a predetermined time interval after` being energized. The reference character ZTEP designates a relay having a slow release characteristic, which relay repeats the time element of relay ETE.

The reference characters R2lVIR and MMR designate approach locking relays for eastbound and. westbound traic, respectively, over the switch 2. The relays R2MR and LZMR, as will be explained more in detail hereinafter, prevent operation of the associated signals under certain dangerous trafc conditions.

Referring now to Fig. 3, lthe reference character RES designates a stick relay having a slow release characteristic. The relay RES is effective, at times, to place rthe time element relay .ETE under the control of the approach locking relays RZMR and LZMR, or under the control of the trafc relay RZFR, depending upon traic conditions.

Referring to Fig. 4, the reference characters Rl-lS and LEI-IS designate a pair of directional relays which are controlled from a remote point in any suitable and well-known manner. The relay R2HS controls signal control relays RAZH, RB2H, RCl-I and RDZH by means of the illustrated signal network for governing eastbound traiiic over the switch 2; and relay LEI-IS controls signal control relays LA2l-I and LBZH for governing westbound traflid over the switch 2. It will be noted that the signal control relays RA2H and RCZH have a slow release characteristic. As will be explained more in detail hereinafter, this slow release characteristic provides for the proper operation of the relay R28.

The reference characters B and C in all views designate the positive and negative terminals, respectively, of a suitable source of current not shown in the drawing.

Having thus described in a general manner the various parts of theA apparatus embodying my invention, I will now explain the operation of Y the system as a whole.

I shall rst assume that with all apparatus in the normal condition in which it is shown in Vthe drawing, the operator at the remote point wishes to clear signal RAZ to permit an eastbound train to enter the manual block section;A

He will accomplish this by energizing the di-l rectional relay Ril-IS (see Li) in any suitable and well-known manner not shown in the drawing. When relay RZHS is energized, the relay RAZH will be energized over a circuit which passes from terminal B through front contact l5 of relay LZMR, back point of contact i8 of relay L2I-IS, contact H of relay ZTE, contact il of track relay 2R, front point of contact i3 of relay RZHS, iront contact I9 of relay ZNK, front point of contact 2D of relay RZFR, and relay RAZH, to terminal C. When the relay RAH becomes picked up, thesignal RAZ will be caused to indicate proceed by means not shown in the drawing. The picking up of relay RAZl-l also causes the eastbound approach locking relay RZMR to become deenergized by the opening of a circuit (see Fig. 2) which passes from terminal B through back contact 2l of the relay RAH, back contact 22 of relay RBEH, back contact 23 of relay RCZH, back contact 2t of relay RDZI-I, front contact 25 of relay IR, front contact 26 of relay ZNK, and relay RZMR to terminal C. When relay R2MR is released, the westbound traic relayLBFR associated with the group of signals at switch@ will also become released by the opening of a circuit (see e Fig. l) which passes from terminal B through front contact 2l of relay RZMR, front contact 28 of relay 3R, front contact 2Q of relay dR, front contact 3i) of relay 5R, and relay LSFR,

to terminal C. When the relay LEFR is released,

the opposing signals LAS, LB", LCS and LD@ can not be caused to indicate proceed since these signals are controlled by the relay LFR in such a manner that these signals can be cleared only if relay LEFB) is energized.'

When the train passes signal RAZ and enters section 2T, the track relay 2R will become released. When this occurs, a pick-up circuit Y(see Fig. 3) will be closed for relay R2S which circuit passes from terminal B through the front point of contact 3| of relay RZFR, back contact 32 of track relay 2R, back point of contact 33 of relay RCZH, iront point of contact V34 of relay RAZI-I, and relay RES, to terminal C. It will be noted Vthat when relay 2R is released, the signal control relay RAZH will be deenergized by the open-V ing of :front contact il in the control circuit for this relay.Y Since, however, relay RAZH has a slow releasing characteristic, the pick-up circuit just described for relay R2S will become closed maintained in its picked-up condition even afterY its pick-up circuit is opened.

When the train enters section 3T, so that track relay 3R becomes released, the trailic relay REFR` will also become released, as will be apparent from' an inspection of Fig. l. When relay RZFR is released the relay RZS will be energized by another stick circuit which passes from terminal B through back point'o'f contact 3 I of relay RZFR, back point of contact 34 of relay RAZI-l, back point of contact 33 of relay RCZH, wire 46, front contact 35 of relay RZS, and relay R2S, to terminal C. Since relay RES has a slow release characteristic, this relay will be maintained in its picked-up condition while being transferred from one stick circuit to' another. Y

When the train vacates section 2T so that track rela-y 2R again becomes picked up, the operation of the time element relay ETE will be initiated by the closing of a circuit (see Fig. 2) which passes from terminal B through back contact 2l of relay RA2H, back contact 22 of relay RB2H, back contact 23 of relay RCZH, back contact 24 of relay RD2H, back contact 3S of relay RZFR, front contact 3l of relay 2R, front point of contact 38 of relay RES, back Contact 39 of relay Z'IEP, and relay 2TE, to terminal C. When relay ETE completes its operationat the expiration of a given time interval which usually will be regulated in accordance with the operating rules governing the manual block system, the relay ETEP will become energized by a circuit which passes over the same path as Just described for the relay ETE up to and including front point of contact 38 of relay R25, and thence over Contact ll of the relay ZTE, to relay ZTEP and terminal C. When relay ETEP is energized, it will be maintained in that condition by a stick circuit which passes over the same path as the pick-up circuit just described except that front contact fl@ of relay ZTEP is substituted for contact lll of relay ZTE. When the relay ZTEP becomes energized, the relay 2TE will become deenergized due to the opening of back contact 39 of relay ZTEP, and will return to its initial condition. The relay 2TEP has a slow release characteristic so that it will remain in the icked-up condition while its control is being transferred from the pick-up circuit to the stick circuit.

If, when the relay ZTEP is energized, the operator at the remote point wishes to permit another eastbound train to enter the manual block section while the irst train is still occupying the block, he may do so by again energizing relay RZHS. If relay R21-IS is already in its picked-up condition, the proper signal to permit such a train movement will be displayed automatically. Since relay RES and relay ETEP are both energized, a pick-up circuit will be closed so that relay RBZH will also be energized and will thus cause signal R32 to display, by means not shown in the drawing, a proceed indication permitting the second train to enter the manual block section. This pick-up circuit for relay RBZI-I (see Fig. 4) passes over the same path as the circuit previously traced for relay RAEl-I up to and including front contact l 9 of relay 2NK and thence over the back point of contact 2Q of relay RZFR, front contact 4I oi relay RES, front contact i2 of relay 2TEP, and relay RBZH toterminal C. It will be noted that when the signal control relay RBZH is picked up, the relay 2TEP will be released due to the opening of back Contact 22 of relay RB2H (see Fig. 2) which will, in turn, open the pick-up circuit for the relay RBZH at front contact i2 of relay ZTEP. The relay RBZH, however, will be maintained in its picked-up condition by virtue of a stick circuit which passes from terminal B over the same path as just described for its pickeup circuit up to and including the back point of contact 2E) of relay R2FR, and thence over front contact 63 of relay RBI-I, and relay RBZI-, to terminal C.

When the second train enters section 2T so that relay 2R becomes released, the relay RBZH will become released and signal RB2 will again indicate stop. When the second train vacates section 2T so that relay 2R again becomes energized, the operation of the time element relay ETE will be initiated again since the relay RZFR will remain deenergized as lono as the manual block section is 0coupied, and relay RQS will remain energized as long as relay RZFR remains deenergized. Thus, it will be apparent that the apparatus embodying my invention provides means for permitting trains moving in the same direction to follow one another into the manual block section a measured time interval apart but prevents an opposing train from entering the block while occupied.

It will be observed that the time element relay 2TE is employed not only for providing a time interval for the spacing of the trains but also for the release of the approach locking in the usual and well-known manner. For example, if signal control relay RAZH is energized while approach section lT is occupied, it will be observed that approach locking relay RZMR will become deenergized and may be energized again only if track relay 2R is released or if relay 2TE completes its operation provided relay RAZH is restored to its released condition. After relay RZMR is released by the energization of relay RAZH, the operation of the relay Z'I'E will be initiated when relay RAZH is restored to its initial condition, by the closing of a circuit which passes from terminal B through back contact 2l of relay RAZH, back Contact 22 of relay RB2H, back contact 23 of relay RCZH, back contact 2li of relay RDI-I, back point of contact Ml of relay RZMR, front point of contact d5 of relay LEMR, back point of contact 38 of relay RES, back contact 39 of relay Z'IEP, and relay ETE, to terminal C. When relay ZTE completes its operation at the expiration of the given time interval, the relay RZMR will become energized over a pick-up circuit which passes over back contacts 2l, 22, 23 and 24 of signal control relays RAZH, RBZH, RCEH and RDZH, respectively. and thence over front contact l2 of relay ZTE, to relay R2MR. When relay RZMR is picked up, the approach locking will he released so that the route may be changed and another signal, such as signal RC2 may be cleared. It is understood that, although not shown in detail in the drawing, the switch mechanism 2M is controlled by the approach locking relays RZMR and LZMR in the usual and well-known manner so that the switch 2 can not be operated if either of these relays is released.

It will be readily apparent how the signal control relays RCEH and RDZH operate to cause the signals RC2 and RDL to control tralc moving from the track Y to the stretch X, since these relays are controlled in a manner similar to that just described for the signal control relays RAEH and RBZH. Likewise, it is obvious how the relays LAZH and LB2H are controlled by relay LZHS for causing the signals LA2 and LBZ to govern traic moving over the switch 2 in the opposite direction.

Although complete circuits and apparatus are shown only for the signals associated with switch 2, it is understood that similar apparatus and circuits are provided for the signals associated with switch 5 at the other end of the manual block section and that such apparatus operates in a manner similar in all respects to that just described for the apparatus associated with switch 2.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope or" the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track divided into a plurality of track sections, a rstv and second signal for governing eastbound traiiic through said stretch, another signal forV governing westbound trafiic through said stretch, means for clearing said rst signal provided said stretch is unoccupied and said other signal is in its stop condition, a timing device, means for initiating ,the operation of said timing device after a train has entered said stretch in response to the clearing of said first signal and has vacated a given section of said stretch, and means for clearing said second signal eiective only if the remaining y portion of said stretch is still occupied by such train when said timing device completes its operation.

2. In combination, a stretch of railway track, a rst signal for governing movement of traic through said stretch in one direction, a second signal for governing movement oftrafc through said stretch in the same direction, another signal for governing movement of traiic through said'stretch in the opposite direction, a normally deenergized signal control relay for governing said first and said second signals, means eiective to clear said first signal when said signal control relay is energized provided said stretch is unoccupied andsaid other signal is'in its stop condition, and means including a timing device for automatically clearing said second signal a predetermined time interval after a given section of said stretch becomes unoccupied by a train provided said signal control relay is then energized and the remaining portion of said stretch is then occupied by such train.

3. In combination, a stretch of railway track including a plurality of track sections, a signal for said stretch, a time element relay, means for initiating the operation of said time element relay when a train entering said stretch has vacated a given section of the stretch, and means effective while the remaining portion of said stretch is occupied by such train to prevent said signal from displaying a proceed indication until said time element relay completes its operation.

4. In combination, a stretch of railway track including a switch, a plurality of signals for governing traffic movement over said switch in one and in the other direction, approach locking apparatus for said signals, a timing device controlled by traffic conditions in said stretch for at times governing said approach locking apparatus, and means also governed by said timing device for at other times causing the signals governing movements of traic over said switch to 'be effective for enforcing a time interval between trains following one another in such one direction.

5. In combination, a stretch of railway track including a manual block section, a traffic relay controlled by traic conditions in said block, a timing device controlled by said traiiic relay, and means controlled jointly by said traffic relay and said timing device for enforcing time spacing between trainsfollowing one another into said block while saidblock is occupied.

6. In combination, a stretch of railway track including a detector section and a plurality of other sections each having a track circuit including a track relay, a trail-lc relay controlled in part by all of the track relays of said other sections, a signal for said stretch, a signal control relay for said signal, a stick relay, a pickup circuit for said stick relay including a front contact of said traffic relay and a back contact of said track relay for the detector section as well as a front'contact Vci said signal control said signal control relay as well as a back con- Y .tact of said trafiicrelay, another signal for said stretch, another signal control relay for controlling said other signal, and means controlled by said stick relay for at times energizing said other signal control relay a measured time interval after the rear of a train entering said stretch departs from said detector section.

'7. In combination, a stretch of railway track i including a detect-or section having a track circuit including a track relay, a signal for said stretch, a signal control relay for said signal, a

traffic relay for saidV stretch, aV directional stick relay controlled by said trafc relay and by said signal control relay'as well as by said track relay, an approach locking relay for said signal,

a slow pick-up relay, a iirst operating circuit for said slow pick-up relay including a back contact of the signal control relay and a back contact of the approach locking relay as Well as a back contact of the directional stick relay, a second operating circuit for said slow pick-up relay including a back contact of the signal con- VVtrol relay and a back contact of thel traic relay as well as a front contact of the track relay and a front -contact of the stick relay, another signal for said stretch, another signal control, relay for said other signal, and means controlled b-y said slow pick-up relay for at times energizing said other signal control relay.

8. In combination, a stretch of railway track, a normally energized traiiicV relay for said stretch, means for deenergizing said trafc relay when a particular portion of said stretch is occupied by a train, a timing device, means for at times initiating the operation of said timing device when said traiiic relay is deenergized, a normally deenergized signal control relay, and means for at times energizing said signal control relay eiiectiveV when said timing' device completes its operation provided said traiiic relay is then deenergized, and a signal for said stretch controlled by said signal control relay.

9. In combination, a stretch of railway track, a normally energized traic relay for said stretch, means for deenergizing said traffic relay when a particular portion of said stretch is occupied by a train, a normally deenergized time element relay, means for at times initiating the operation of said time element relay effective when said traino relay is deenergized, a normally deenergized repeating relay for said time element relay, means for energizing said repeating relay when said time element relay completes its operation, a rst signal control relay, a circuit for said rst signal control relay including a front contact of said traic relay, a second signal control relay, a circuit for said second signal control relay including a back contact of said traffic relay vand a front contact of said repeating relay, and a rst and second signal for governing traiiic through said stretch controlled by said rst'and second signal control relays respectively.

Vl0. In combination, a stretch of railway track including a switch, one signal for governing movement of traliic over said switch in one position, another signal for governing movement of trafc over said switch in the other position, a timing device, means for at times initiating when said relay is energized to cause said signal means to `display one indication provided said block is unoccupied, a timing device, means for at times initiating the operation of said timing device when said block is occupied by a train, and means for causing said signal means to automatically display a different indication effective when said timing device completes its operation provided said block is then occupied by such train and said directional relay is then energized. 10

HARRY C. VANTASSEL. 

